Smart time tire monitoring system

ABSTRACT

A tire monitoring system and associated method is disclosed. The tire monitoring system includes a plurality of tire sensor modules configured to transmit tire data in a wireless fashion at a predetermined time interval. The system also includes a vehicle control module that is configured to receive the tire data from the tire sensor modules, and is further configured to dictate the predetermined time interval at which the tire data is transmitted by the tire sensor modules.

FIELD OF INVENTION

The present invention relates generally to communications systems andmore particularly to systems and methods for facilitating efficient andreliable communications between a plurality of tire sensors and acentral vehicle control module.

BACKGROUND OF THE INVENTION

It is known in the automotive industry to provide for wirelessmonitoring of vehicle tire parameters, particularly tire pressure. Insuch tire pressure monitoring systems, tire pressure sensors and radiofrequency (RF) transmitters are mounted inside each tire, typicallyadjacent the inflation valve stem. In one prior art systemimplementation, the tire pressure sensed by the tire pressure sensor istransmitted by the transmitter to a central receiver/controller locatedon-board the vehicle. The tire pressure information delivered to thereceiver/controller by the RF signals from the transmitters issubsequently conveyed to a vehicle operator or occupant, typically inthe form of a display.

To recognize the particular tire location associated with an RF signalreceived from a tire transmitter (e.g., front left (FL), front right(FR), rear left (RL), rear right (RR)), such tire pressure monitoringsystems are programmed in an initialization or sign-up operation. Thatis, in order to provide a vehicle operator with information specific toeach vehicle tire, programming of the tire pressure monitoring system isundertaken, typically by a technician, so that each RF signal from atire transmitter will be associated with a particular tire location. Inthe above manner, if a “low tire pressure” indicator is provided to anoccupant of the vehicle, the indication will also include an indicationof which tire has such condition.

In one prior art example, the tire pressure monitoring system uses amagnetic reed switch in each tire for such programming. Moreparticularly, after the on-board vehicle/controller is placed into aprogram, initialization, or “learn” mode, the magnetic reed switch ineach tire is activated by a technician using a magnet. Such activationcauses the tire transmitter in the tire to transmit a tire pressuresignal to the controller on the vehicle. In that regard, each pressuresensor and/or transmitter has a unique identification code associatedtherewith, which identification code is transmitted with the tirepressure signal. Using such identification codes the controllerassociates each received tire pressure signal with a particular tirelocation.

Such operation, however, can create problems when tires are subsequentlyrotated or changed from their initial locations to new locations, or avehicle tire is replaced (e.g., a tire replacement or use of the sparetire). Each time the vehicle tires are rotated or a tire is replaced,the manual initialization procedure must be repeated to ensure that thesystem continues to operate properly by conveying accurate information,including tire location, to the vehicle operator. This initializationrequirement makes tire rotation (or other tire changes) more complex,and increases the possibility of inaccurate operation of the system.

The tire transmitters used in such tire pressure monitoring systems aretypically battery powered. As a result, a tire transmitter has a limitedamount of functioning time before its battery must be replaced. To helpconserve battery power, the transmitters typically transmit tirepressure information at short, predetermined time intervals (as opposedto continuously) when the vehicle is moving. In addition, once thevehicle has been stationary for a predetermined amount of time, thetransmitters may transmit tire pressure information at longerpredetermined time intervals.

Conventional tire monitor modules employ an accelerometer to increasethe periodic rate at which transmissions are made to vehiclecontroller/receiver. Consequently, when the vehicle is at rest, a rateat which tire data is transmitter may be at a first, relatively longtime interval, such as 30 minutes. Alternatively, as the accelerometersenses the vehicle increasing in speed above a threshold value, the tiretransmitter may transmit tire data at a second, relatively short timeinterval, such as about 1 minute. Typically, the accelerometer is amechanical or micro-electromechanical (MEM) device that can be prone tofail. Further, some accelerometers have difficulty meeting the stringentsystem tolerances. Lastly, the accelerometer adds to the completesolution cost.

In any event, each prior art tire transmitter operates independently ofthe other transmitters. Consequently, when two or more tire transmittersassociated with a vehicle transmit tire pressure signals or datasimultaneously, a data collision can result at the vehicle centralreceiver/controller, which can adversely affect proper operation of thetire pressure monitoring system. One prior art solution to the abovecollision problem involves implementation of anti-collision algorithms,wherein each tire transmitter transmits the tire data in a redundantmanner that is spaced apart from each other in time (e.g., eighttransmissions). In addition, each tire transmitter spaces apart theredundant data with a different time interval. Consequently, when datais sent, although data collisions are not necessarily avoided, theredundant data transmissions ensure that at least some of the datafinally gets through to the vehicle receiver/controller. This prior artsolution is effective, however, since more time is employed to transmitthe data, more battery current is employed, thereby resulting in ashorter battery life of the tire sensor module. In addition, theredundant transmissions increase the average radiated emissions that aremeasured by governmental regulators in selected regions, and thus insome instances are undesirable. Lastly, since the vehiclecontroller/receiver is required to stay active for a longer period oftime, more current is required of the vehicle batter, which in someinstances may be undesirable.

Another prior art solution employed to communicate tire pressure datafrom each sensor to the vehicle controller/receiver employs lowfrequency (LF) initiators that are local to each tire pressure sensingmodule at each respective tire. Each LF initiator module includes anantenna that transmits a low frequency initiation signal to the tiremonitor module, thereby “awakening” the module for transmission of tiredata therefrom. Because the low frequency signal (e.g., about 125 KHz)power decays extremely quickly, only the tire module local to therespective LF antenna is activated. By having each LF initiator moduleoperating at distinct, different timing intervals, data collisions areavoided.

The prior art LF initiator solution, however, may require additionalcertification from various regulator commissions due to the LFtransmissions, and requires LF antennas to be located at each wheellocation. Further, the LF initiator requires some form of module andwiring to each antenna location. In addition, to generate and transmitthe LF initiation signal, a high current and/or high voltage driver isrequired to generate sufficient field strength for the LF receiver atthe tire sensor. Lastly, each tire sensor module requires continuouscurrent from its local battery to activate the LF receiver in themodule.

Thus, there exists a need for an improved system and method for remotetire pressure monitoring.

SUMMARY OF THE INVENTION

The following presents a simplified summary in order to provide a basicunderstanding of one or more aspects of the invention. This summary isnot an extensive overview of the invention, and is neither intended toidentify key or critical elements of the invention, nor to delineate thescope thereof. Rather, the primary purpose of the summary is to presentsome concepts of the invention in a simplified form as a prelude to themore detailed description that is presented later. The present inventionis directed to a system and method of collecting and transmitting tiredata in a tire monitoring system associated with a vehicle.

In accordance with one embodiment of the invention, a tire monitoringsystem is disclosed. The tire monitoring system comprises one or moretire sensor modules that is configured to acquire and transmit tire dataassociated therewith. The tire monitoring system also comprises avehicle control module operably associated with the one or more tiresensor modules. The vehicle control module is configured to receive thetransmitted tire data from the one or more tire sensor modules, and isfurther configured to dictate a predetermined time interval at which thetire data is to be transmitted thereto. More particularly, the vehiclecontrol module is operable to dictate predetermined time intervals formultiple tire sensor modules (when employed) such that the predeterminedtime intervals are unique and do not overlap one another in the timedomain. In the above manner, tire data collisions at the vehicle controlmodule are eliminated.

In accordance with another embodiment of the present invention, a tiresensor module that is operably associated with a vehicle tire comprisesa battery, a tire parameter sensor (e.g., a tire pressure sensor), atire sensor controller, and a transceiver. The tire sensor module isconfigured to operate in a low power mode when not transmitting powerdata, wherein a current draw on the battery in such low power mode ismaintained at a relatively low level. For example, in one implementationduring the low power mode, only a clock circuit operably associated withthe tire sensor controller draws battery current, while other componentsare switched off to conserve power.

The clock circuit keeps track of a predetermined time interval assignedthereto from the vehicle control monitor, and when the predeterminedtime interval commences, the tire sensor module components areactivated, wherein tire data is acquired and transmitted, for example,in a wireless fashion, to the vehicle control module via thetransceiver. Because each tire sensor module has its own uniquepredetermined time interval that does not overlap that of other tiresensor modules, the tire data is transmitted advantageously to thevehicle control module without data collisions thereat.

In accordance with another embodiment of the present invention, thevehicle control module is configured to alter the predetermined timeinterval associated with one or more tire sensor modules based on one ormore vehicle characteristics. In one example, based on a detectedvehicle speed, the predetermined time interval is altered so as toincrease a frequency of data acquisition, wherein the updatedpredetermined time interval still is maintained so as not to overlapother time intervals of the other tire sensor modules, if any. Afterreceipt of tire data from a given tire sensor module, the vehiclecontrol module transmits the updated predetermined time interval so thatthe tire sensor module will transmit the next portion of tire data inaccordance therewith.

In accordance with yet another embodiment of the present invention, asystem for identifying a location of the various tire sensor modulesassociated with the vehicle is provided. The vehicle control module isphysically located in the vehicle nearer to one of the tire sensormodules than the others. For example, the vehicle control module may belocated closest to the module associated with the right front tire. Bytransmitting a signal from each of the tire sensor modules to thevehicle control module, the vehicle control module is configured toidentify a location of at least two of the tire sensor modules byevaluating a signal strength of the transmissions received thereat.

Since the wireless transmission field strength decays relativelyquickly, it may be difficult to ascertain the locations of all the tiresensor modules based solely on field strength with a sufficiently highdegree of certainty. In such instances, the locations of the remainingtire sensor modules may be determined by having the tire sensor modulestransmit a periodic frequency shift keyed (FSK) modulated signal whilethe vehicle is moving in a turn pattern. The control module is furtherconfigured to evaluate the amplitude change in the frequency of the FSKmodulation to identify the location of the remaining tires. Uponidentification thereof, upon receipt of tire data that is outside ofrecommended specifications, the vehicle control module is configured tocommunicate the condition to a user for maintenance thereof, forexample.

In another embodiment of the invention, a method for transmitting tiredata from a plurality of tire sensors to a vehicle control module isprovided. The method comprises assigning a predetermined time interval,which is employed for transmission of tire data, to each of the tiresensor modules, wherein each of the time intervals are unique and do notoverlap one another in the time domain. Upon the assignment of thepredetermined time intervals, each tire sensor module acquires andtransmits tire data to the vehicle control module in accordance with itsrespective time interval. Accordingly, the vehicle control modulereceives the tire data from each of the tire sensor modules without datacollisions.

In accordance with another embodiment of the present invention, each ofthe tires sensor modules operate in a low power mode, wherein most ofthe components associated therewith are switched off. In the low powermode, a clock circuit associated with a tire sensor module controller isactivated and keeps track of the predetermined time interval. At theassigned time, the respective tire sensor module is activated, or “wakesup”, and tire data is acquired and transmitted to the vehicle controlmodule. Upon transmission of the tire data, the respective tire sensormodule components (not including the clock circuit) are switched off,thereby conserving the battery power of the respective module.

In yet another embodiment, the vehicle control module, upon receipt ofthe tire data, is configured to selectively transmit updatedpredetermined time interval information back to the respective tiresensor module based on, for example, one or more vehiclecharacteristics. For example, in one embodiment, when an increase invehicle speed is detected, the vehicle control module alters the nextpredetermined time interval so that the frequency at which tire data isacquired and transmitted is increased. In such instance, the updatedpredetermined time intervals are still preferably unique and do notoverlap one another in the time domain, thereby eliminating tire datacollisions at the vehicle control module.

In yet another embodiment of the invention a general network system andmethod is provided in which a plurality of wireless sensor componentsare operable to sense one or more similar or different system orenvironmental conditions and transmit such data to a wireless controlcomponent, wherein each of the sensor components send such data atunique predetermined time intervals. Further, the wireless controlcomponent is configured to receive such data, and is further configuredto assign the unique predetermined time intervals to the wireless sensorcomponents.

The following description and annexed drawings set forth in detailcertain illustrative aspects and implementations of the invention. Theseare indicative of only a few of the various ways in which the principlesof the invention may be employed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a system level block diagram illustrating a system foracquiring and transmitting tire data in a vehicle according to oneexemplary embodiment of the present invention;

FIG. 2 is a flow chart diagram illustrating a plurality of differingavailable modes of operation of the system of FIG. 1 according toanother embodiment of the invention;

FIG. 3 is a flow chart diagram illustrating a method of acquiring andtransmitting tire data from a plurality of tire sensor modules to avehicle control module within a vehicle in accordance with an exemplaryembodiment of the invention;

FIG. 4 is a flow chart diagram illustrating an additional act ofupdating predetermined time intervals according to another optionalembodiment of the invention;

FIG. 5 is a flow chart diagram illustrating a method of locating each ofthe tire sensor modules in the vehicle according to another embodimentof the present invention;

FIG. 6 is a plan view of a vehicle having five tire sensor modules and avehicle control module associated therewith, wherein one of the tiresensor module locations is identified using the received signaltransmission strength according to an exemplary embodiment of theinvention;

FIG. 7 is a plan view of a vehicle similar to FIG. 6, wherein a secondtire sensor module location is identified using the received signaltransmission strength;

FIG. 8 is a combined graph and vehicle graphic illustrating how aperiodic amplitude modulated signal may be employed to identify othertire sensor module locations according to another exemplary embodimentof the invention; and

FIG. 9 is a plan view of a vehicle similar to FIGS. 6 and 7, wherein thevehicle is moving in a turn pattern, and illustrating how such a turnpattern may be employed in identifying the tire sensor module locationsof remaining modules according to an alternative embodiment of theinvention.

DETAILED DESCRIPTION OF THE INVENTION

One or more implementations of the present invention will now bedescribed with reference to the attached drawings, wherein likereference numerals are used to refer to like elements throughout. Theinvention relates to a tire monitoring system and associated methodwherein tire data is acquired and transmitted from one or more tiresensor modules to a vehicle control module in a reliable and efficientmanner.

Turning to FIG. 1, a block diagram illustrates a tire monitoring system10, wherein one of one or more tire sensor modules 12 is operablyassociated with a vehicle control module 14. In one example, each tireof a vehicle (not shown) has a tire sensor module 12 associatedtherewith, wherein the tire sensor module is configured to acquire oneor more tire parameters (e.g., a tire pressure), and transmit the tiredata to the vehicle control module 14. In the exemplary embodiment ofFIG. 1, each tire sensor module 12 comprises a battery 16 that isoperable to provide power to various tire sensor module components. Themodule 12 further comprises a parameter sensor 18 such as a pressuresensor that is powered by the battery 16 and configured to measure atire parameter (in this case, the tire pressure), and provide such tiredata to a tire sensor module controller 20.

The tire sensor module controller 20 is also operably coupled to thebattery 16, and is configured to transfer the acquired tire data to amodule transceiver 22 based on a predetermined timing as provided orascertained by a clock circuit 24 (or real-time clock (RTC)). In theabove example, the clock circuit 24 is a part of the tire sensor modulecontroller 20, however, it should be understood that in alternativeembodiments the clock circuit 24 may be a stand-alone component orassociated with another component in accordance with the invention. Aswill be further discussed in greater detail below, the clock circuit 24operates to dictate a timing in which acquired tire data is transmittedfrom the transceiver 22 via an antenna 26 to the vehicle control module14. In one embodiment of the present invention, the transceiver 22 andantenna 26 cooperatively operate to transmit tire data wireless at a UHFfrequency, for example, about 315 MHz.

Each tire sensor module employed in the tire monitoring system 10 isoperable to enter a low power mode, wherein the power of the battery 16is minimized and thus conserved. In one example, in the low power mode,all the components except for the clock circuit 24 are switched off. Theclock circuit 24, upon reaching a predetermined time interval (as willbe discussed and more fully appreciated infra), activates the othercomponents, wherein, for example, the pressure sensor 18 acquires tirepressure data and transfers such data to the transceiver 22 via the tiresensor controller 20. In one example, the tire parameter sensor 18 onlyacquires tire data during the respective predetermined time interval,however, in alternative embodiments, the sensor may periodicallyactivate, acquire data and save such data locally. Subsequently, duringthe predetermined time interval, multiple segments of tire data may betransmitted.

In one exemplary embodiment of the present invention, the transceiver 22contains a modulator/demodulator (not shown) that is configured toreceive the tire data and modulate such data for UHF transmission. Inone embodiment of the invention, the tire data is frequency modulatedand up-converted for transmission to the vehicle control module.

The vehicle control module (which may also be called a central controlmodule (CCU)) 14 comprises a transceiver 30 that is configured toreceive transmitted tire data from the various tire sensor modules viaan antenna 32. The transceiver 30 contains a modulator/demodulator that,upon receipt of tire data, demodulates the data and provides suchdemodulated data to the vehicle control module controller 34. Thecontroller 34, in one embodiment, comprises a master clock 36 (which maybe called a real-time clock (RTC)), that is employed by the controllerfor synchronizing the clock circuits of the various tire sensor modulesthereto. Since such clocks 24 and 36 are synchronized, both the vehiclecontrol module and the various tire sensor modules operate synchronouslywith respect to the transmission and receipt of the tire data, as wellas other information.

The vehicle module controller 34 is operably coupled to a vehicle businterface 38 that is operably associated with a central vehiclecontroller (not shown) via a vehicle bus 40. For example, if the vehiclemodule controller 34 receives tire data from one or more tire sensormodules 12 that is outside a proscribed range, the controller may sendan alarm or status message over the vehicle bus 40 for communication ofthe status condition to a user, for example. Each of the vehicle controlmodule components is coupled to the vehicle battery via a voltageregulator 42 in order to prevent voltage or current swings due tochanged loading, etc.

In accordance with one embodiment of the present invention, the vehiclemodule controller 34 is configured to assign unique predetermined timeintervals to each of the tire sensor modules 12, wherein each of thepredetermined time intervals are at different times and do not overlapone another in the time domain. Such time intervals are then employed byeach tire sensor module 12 to awaken from a low power mode, acquire tiredata, and transmit such tire data back to the vehicle control module. Byhaving each predetermined time interval unique, tire data collisionswill not occur at the vehicle control module. Consequently, the presentinvention eliminates the inefficient conventional anti-collisionalgorithms, wherein various modules send multiple blocks of redundantdata, etc. In addition, since each block of data need only be sent onceduring a predetermined time interval, reduced electromagnetictransmissions occur, which may be advantageous in complying with variousemission regulations in certain regulatory jurisdictions. Further, sinceeach tire sensor module 12 has a predetermined time allocated thereto,the various components associated therewith can be switched off (exceptfor the clock circuit 24), so that minimal current is drawn from thebattery, thereby substantially improving the life of the various tiresensor modules.

FIG. 2 is a flow chart diagram 50 that illustrates various modes inwhich the tire monitoring system 10 of FIG. 1 may reside according toone exemplary embodiment of the invention. For example, initially thetire monitoring system may reside within a factory mode 52, wherein eachof the tire sensor modules 12 associated with the vehicle are in a lowcurrent mode of operation. In the factory mode, the low current mode ofoperation is maintained until a general wake-up command is transmittedby the vehicle control module 14 to all the tire sensor modules 12. Thegeneral wake-up command is issued by the vehicle module controller 34and transmitted via the transceiver 30 and antenna 32. Upon receivingthe general wake-up command, each tire sensor module 12 enters the learnmode 54, wherein the tire module controllers 20 of each module provideinstructions for a periodic transmission be sent from each respectivetransceiver 22 via the antenna 26. In one example, each tire sensormodule transmits a unique identification signal that identifies therespective module, and such identification signal is amplitude modulatedand transmitted on a periodic basis during the learn mode. Each tiresensor module 12 will continue transmitting the signal until the vehiclecontrol module will communicate back that the module has beenidentified. As will be discussed below in greater detail, the vehiclecontrol module performs an analysis based on the received signals fromthe various tire sensor modules to identify both the identity andlocation of each of the modules.

Upon each tire sensor module being identified, the tire monitoringsystem 10 exits the learn mode 54 and enters a program mode of operation56, as illustrated in FIG. 2. In a first portion of the program mode 56the clock circuit 24 in each of the tire sensor modules 12 issynchronized to the master clock circuit 36 in the vehicle controlmodule 14. Upon synchronization, the vehicle control module 14 will thentransmit time/date information that will let each tire sensor module 12know how long it must remain in a low power mode of operation prior towaking up for transmission of new tire data to the vehicle controlmodule. In the above manner, each tire sensor module receives a uniquepredetermined time interval associated with the time/date information,wherein the predetermined time intervals are different from one anotherand do not overlap one another in the time domain.

Each of the tire sensor modules 12 then enter the low power mode 58,wherein, in one example, all of the components except for the clockcircuit 24 are switched off in order to reduce current draw on the tiresensor module battery 16. Then, based on the arrival of thepredetermined time interval, each of the tire sensor modules willselectively enter the send mode 60. That is, if the first tire sensormodule received time/date data for a first time period, when that firsttime period arrives, it awakens into the send mode while the other tiresensor modules remain in the low power mode 58. In the send mode 60, theselected tire sensor module activates or turns on its variouscomponents, acquires tire data via the tire parameter sensor 18 (e.g., atire pressure), and transmits such data to the vehicle control module 14via the transceiver. In one example, the acquired tire data is frequencymodulated and up-converted in the transceiver 22 and transmitted via theantenna 26. Upon transmission being completed, the selected tire sensormodule 12 returns to the low power mode 58 and awaits its nextpredetermined time interval.

In accordance with another embodiment of the invention, during the sendmode 60, after the tire data has been received at the vehicle controlmodule 14, the vehicle control module transmits back an updatedtime/date information that dictates the next predetermined timeinterval. In one example, the next predetermined time interval is thesame type of interval as used previously, wherein a frequency at whichthe data is collected from the tire sensor modules 12 remains relativelyconstant. In another example, the predetermined time interval changes,for example, based on one or more characteristics associated with thevehicle in which the tire monitoring system 10 resides. For example, thevehicle control module 14 may receive updated vehicle speed informationvia the vehicle bus 40, wherein at low speeds (or in a parkedcondition), the frequency at which tire data is acquired and transmittedmay be reduced substantially (e.g., about once per hour), while atvehicle speeds above a given threshold the tire data may be acquired andtransmitted at a substantially higher frequency (e.g., about once perminute). By sending the new time/date information based on one or morevehicle characteristics, the vehicle control module dynamically variesthe next predetermined time intervals to collect the needed data whileconcurrently reducing the power drawn from the various tire sensormodules 12 when such high frequency tire data collection is not needed.

In yet another alternative embodiment of the present invention, when thesystem is acquiring tire data infrequently (e.g., once per hour), thesystem may account for potential changes during the low power mode timeframe by periodically awakening and checking if the vehicle condition(e.g., speed) has changed. If not, the tire sensor modules do not see ageneral awaken command from the vehicle control module, and they thenreturn to their low power mode. The periodic wake-up and check for achange in vehicle conditions may be performed at any predetermined timeinterval (e.g., every five (5) minutes).

Turning now to FIG. 3, a method 100 of obtaining a transmitting tiredata in a tire monitoring system (such as the system 10 of FIG. 1, forexample) is provided. Although the method 100 is illustrated anddescribed below as a series of acts or events, it will be appreciatedthat the present invention is not limited by the illustrated ordering ofsuch acts or events. For example, some acts may occur in differentorders and/or concurrently with other acts or events apart from thoseillustrated and/or described herein, in accordance with the invention.In addition, not all illustrated steps may be required to implement amethodology in accordance with the present invention. Furthermore, themethods of the present invention may be implemented in association withvarious types of tire monitoring components and systems, and any suchsystem or group of components, either hardware and/or software,incorporating such a method is contemplated as falling within the scopeof the present invention.

The method 100, in one example, starts at 102, wherein an initializationand/or synchronization procedure takes place. As will be described ingreater detail infra, the initialization 102 may include theidentification of the identity and/or location of each of the tiresensor modules associated with the vehicle, wherein in the presentexample, each of the tire sensor modules are identified as PTM sensor#N. Further, in the initialization process, each of the tire sensormodules is provided time/date information that dictates a predeterminedtime interval associated therewith, wherein each of the time intervalsfor the various modules are unique and do not overlap one another intime. In the present example, a tire sensor module is associated witheach tire of the vehicle, including the spare tire, and therefore in atypical vehicle there may be five (5) such tire sensor modules. Itshould be understood, however, that the present invention is alsoapplicable to tire monitoring systems that employ fewer or a largernumber of tire sensor modules, and such alternatives are contemplated asfalling within the scope of the present invention.

Each of the tire sensor modules reside in a low power mode at 104. Inone example of the invention, the low power mode comprises a systemcondition where each of the components of the tire sensor module areswitched off, except for a clock circuit associated therewith. In suchan instance, the current draw from the tire sensor module battery isreduced to a minimal level, which advantageously improves the batterylife of the module. The method 100 proceeds to 106, wherein the vehiclecontrol module initializes a count associated with the identity of thevarious tire sensor modules. In the present example, the countinitialization is a one (1).

At 108, the relevant tire sensor modules make an evaluation whether theclock circuit associated therewith (e.g., a timer) has identified thepredetermined time interval. Since N=1, the clock circuit of tire sensormodule #1 makes the determination at 108, and if the determination isnegative (NO at 108), the clock circuit continues the evaluation. If,however, the determination is in the affirmative (YES at 108), thevehicle control module (CCU) and the tire sensor module (module #1)wake-up at 110. The tire sensor module #1 then acquires the tire dataand transmits the data to the vehicle control module at 112 during thepredetermined time interval assigned thereto. The vehicle controlmodule, upon receipt of the tire data, re-synchronizes the clock circuitof the tire sensor module #1 with the master clock at 114.

Further, the vehicle control module generates and transmits newtime/date information (an updated predetermined time interval) for thenext time the sensor module #1 is to awaken and acquire/transmit data at116. The vehicle control module may simply maintain the frequency atwhich such data is acquired/transmitted, or alternatively, may alter thefrequency thereof based on one or more vehicle characteristics. Forexample, as illustrated in FIG. 4, the vehicle control module may obtainvehicle information via the vehicle bus, such as the vehicle speed at118, and generate a new time/date information in response thereto. Forexample, at higher speeds, it may be desirable to obtain tire data morefrequently, and thus the new time/date information may request that thenext time the tire sensor module #1 should re-awaken and provide suchdata will be sooner than previously.

After the tire sensor module #1 receives the updated time/dateinformation at 116, the tire sensor module goes back to sleep (e.g.,into a low power mode of operation) at 122, and the tire sensor modulecounter at, for example, the vehicle control module increments at 124.At 126, a check is made to ensure that the count variable N has notexceeded a predetermined threshold (e.g., N=5 for a standard vehicle).If the variable has not exceeded the threshold (NO at 126, the method100 continues at 108 and the next module determines when itspredetermined time interval has arrived, etc. If the threshold has beenexceeded (YES at 126), the variable N is set back to one (1) at 128, andthe method continues back at 108.

The method 100 then proceeds through acts 108 through 128 as describedabove until all the tire sensor modules have transmitted their tire datato the vehicle control module, and then the method continues by goingback to the first tire sensor module and repeating the process. In theabove manner, tire data is transmitted in a wireless fashion from eachtire sensor module to the vehicle control module. Further, by providingeach tire sensor module with its own predetermined time interval inwhich the tire data is to be transmitted, tire data collisions at thevehicle control module are eliminated. Lastly, since each tire sensormodule is preferably in a low power mode at all times except for duringits predetermined time interval, the amount of power drawn from the tiresensor module battery is substantially reduced over conventionalsolutions.

As alluded to above, the tire monitoring system 10 and the method 100 ofthe present invention each contemplate an identification of a locationof each tire sensor module in the vehicle. FIG. 5 is a flow chartdiagram illustrating a method 150 of identifying the tire sensor modulelocation in accordance with one exemplary embodiment of the presentinvention. FIG. 5 will be described in conjunction with FIGS. 6-9 inorder to facilitate an understanding of this exemplary embodiment.

The method 150 begins at 152, wherein the vehicle control module 14 islocated physically closer to one of the tire sensor modules than theothers. For example, the vehicle control module may be located close tothe right front tire where one of the tire sensor modules is located.The method 150 then continues at 154, wherein each of the tire sensormodules 12 transmit a signal to the vehicle control module. In oneexample, each tire sensor module transmits a periodic uniqueidentification code that is FSK modulated, however, other signals may beemployed and are contemplated as falling within the scope of the presentinvention. The vehicle control module 14 receives the various signalsfrom the tire sensor modules, and the transceiver 30 includes a receiversignal strength indicator (RSSI) circuit 31 that generates a signal thatis a function of the radiated power from each tire sensor module, andthe RSSI signal is evaluated at 156. Therefore the received signals fromthe tire sensor modules will each produce a different RSSI signal basedon a distance they are away from the vehicle control module. Since thevehicle control module 14 is located physically closer to one of thetire sensor modules than the others, the RSSI signal associatedtherewith will have the largest amplitude and will identify the tiresensor module at module #1 located at the right front tire at 158 ofFIG. 5. For example, as illustrated in FIG. 6, a vehicle 200 isprovided, wherein the vehicle control module 14 is closest to the rightfront tire 202, and the tire sensor module associated therewith isidentified by the RSSI signal indicating the largest signal strength. At158, not only is the first tire sensor module identified, but thevehicle control module may be configured to transmit thereto apredetermined time interval at that time, as may be desired.

The method 150 continues at 160, wherein the vehicle control module 14identifies the location of the next tire sensor module (module #2) byidentifying the RSSI signal having the next greatest amplitude. In theabove example, as illustrated in FIG. 7, the tire sensor moduleassociated with the left front tire 204 is identified since it issubstantially closer to the vehicle control module 14 than the remainingtire sensor modules. In one example, the already identified tire sensormodule is deactivated so that the number of signals at the vehiclecontrol module is reduced. At 160, the signal identification is notedand a unique predetermined time interval is transmitted thereto.

The above manner of identifying the tire sensor modules may be employedfor all the tires in one example, wherein the RSSI signal is evaluatedand the tire sensor module locations are determined based upon thestrength of the signal transmission as a function of their distance fromthe vehicle control module. However, in some instances, since thetransmitted signal decays relatively rapidly over distance, it may bedifficult to have sufficient read margin between the remaining tiresensors to distinguish the differing locations with sufficientconfidence. In such an instance, the method 150 of FIG. 5 contemplatesmoving the vehicle in a turn pattern to determine the location of theremaining tire sensor modules in one alternative embodiment of theinvention.

At 162, the vehicle 200 is moving and placed in a turn pattern, forexample, a left turn. As stated above, each of the remaining tire sensormodules that have not transitioned into the low power mode areperiodically transmitting a unique identification signal that is beingFSK modulated. With the vehicle in motion and in a turn pattern, thepath loss associated with the transmitted signals to the vehicle controlmodule 14 are attenuated as the wheels rotate through 360 degrees. Thispath loss is seen as a low frequency amplitude (AM) modulation that canbe detected by sampling the RSSI signal at the vehicle control module.While in the turn pattern, the inner wheel (e.g., in a left turn theleft rear wheel) will rotate at a lower speed than the outer wheel.Therefore by evaluating the RSSI signal, one can determine the remainingwheel locations. This characteristic may be more fully appreciated byevaluating the signals in FIG. 8.

Initially, at 164 of FIG. 5, the spare tire is easily identified becauseit is not turning, and therefore is not moving during the turn pattern.The tire sensor module associated with the spare tire is thus identifiedas the signal that is not experiencing any path loss in itstransmission. The vehicle control module 14 then notes theidentification signal associated therewith, notes the tire sensor moduleas module #5, and sends a unique predetermined time interval thereto forits transmission of tire data at a later time.

The remaining tire sensor modules (modules #3 and #4) are thenidentified at 166 based on evaluating the modulation effects during theturn, as discussed above. One exemplary way in which the vehicle controlmodule may determine the turn direction is by having a technician usethe turn signal during the process, and communicating that informationto the vehicle control module 14 via the vehicle bus 40. As illustratedat 168 in FIG. 5 and in FIG. 9, when in a left turn pattern, the AMmodulation will occur at a higher frequency from the tire sensor moduleassociated with the right rear tire 206 than the tire sensor moduleassociated with the left rear tire 208. Upon identifying the right reartire sensor module, the vehicle control module notes the tire sensoridentification signal as module #3, and transmits a unique predeterminedtime interval thereto. At 170, the last tire sensor module (module #4)is identified by default as the remaining tire sensor module, and thevehicle control module 14 notes the identification signal associatedtherewith, and transmits its unique predetermined time interval thereto.

As highlighted above, the present invention eliminates tire datacollisions at the vehicle control module 14 by assigning uniquepredetermined time intervals to each of the tire sensor modules 12during which such modules may acquire and transmit their data. Sinceeach of the predetermined time intervals differ from one another and donot overlap in the time domain, the data collisions are avoided.Further, since each tire sensor module 12 now knows when it needs tooperate, each module can enter a low power mode at times not associatedwith its respective predetermined time interval, thereby substantiallyreducing the battery draw for each module. Also, the present inventionremoves the need for an accelerometer at each tire sensor module. Sincethe vehicle control module obtains speed information (or other vehicleinformation) from the vehicle bus 40, the vehicle control monitordictates the frequency at which each tire sensor module acquires andtransmits its data. By eliminating the need for an accelerometer in eachtire sensor module, the cost and complexity of such modules is reduced.

According to still another embodiment of the present invention, anetworked sensor system is disclosed, wherein each of the sensorcomponents wirelessly transmit data to a wireless control component, forexample, for diagnostic or preventive maintenance purposes. The wirelesscontrol component is operable to assigned unique predetermined timeintervals to each of the wireless sensor components. The wirelesscontrol components then transmit data to the wireless control componentduring their respective predetermined time intervals so as to eliminatedata collisions with respect to such data at the control component.

For example, such a system may comprise a networked home or business,wherein a plurality of wireless sensors are operable to monitor variousfunctions therein. For example, each of the wireless sensors areconfigured to monitor a given function and transmit an alarm if a giventhreshold is exceeded or a predetermined system condition is detected.For example, for a security sub-system, the wireless sensor componentsmay comprise a motion detector or a security alarm associated with thestate of a door or window. Further, the wireless sensor components maycomprise smoke alarms or other safety or security devices that arewirelessly associated with a central wireless controller. Othernetworked items may include thermostats, appliances, lighting systems,entertainment systems, etc.

One or more of the various wireless sensor components may further beoperable to perform an internal diagnostic or generate/acquirepreventive maintenance or other type information about the given sensorcomponent that is to be transmitted to the central control component.For example, such information may include remaining battery life, statusindicator functions (lights, sounds, etc.), collected historical ortrend data overtime, etc. Instead of various sensor componentstransmitting such diagnostic or other data asynchronously where datacollisions at the control component may occur, one or more (or each) ofthe wireless sensor components are assigned a unique predetermined timeinterval during which the respective sensor component transmits suchdata to the control component. Because each predetermined time intervalis unique, data collisions at the control module with respect to suchdata is eliminated.

Each of the various sensor components also transmit alarm information orspecial status information to the central control module, and such datais not necessarily transmitted during a predetermined time period, butrather may be transmitted at any time, and preferably is transmittedimmediately upon detection of an alarm condition.

In one embodiment of the present invention, a wireless time stamp systemmay be configured in a manner similar to that illustrated in FIG. 1,wherein instead of the sensor module being uniquely dedicated to a tiresensor, the sensor module may comprise any type of wireless sensorcomponent that is operable to sense a given system condition. Forexample, if such sensor component is a smoke detector, the sensorportion associated therewith is configured to sense a smoke conditionthat exceeds a predetermined threshold. Further, the sensor componentmay collect other data associated therewith, for example, informationrelating to the remaining battery life of a battery (if applicable), orother type diagnostic information generated locally by a controllerassociated with the wireless sensor component (e.g., data relating tosystem integrity). In such an instance, it may be advantageous toperiodically transmit such diagnostic information relating to the sensorto another component such as a wireless control component. Byestablishing unique predetermined time intervals for one or more sensorcomponents in the system, the transceiver of each wireless sensorcomponent does not need always be activated, but instead the sensormodule can be in a low power or standby mode until the predeterminedtime interval, thereby reducing current draw in the battery.

Various wireless sensor components may also comprise an individualcontroller and transceiver to collect and transmit data therefrom in awireless fashion. While the sensor components are configured to transmitdiagnostic, configuration or other type information on a periodic basis,an alarm is another piece of data that, in some cases needs to betransmitted immediately. When an alarm condition (or other relativelyurgent condition) is detected by the sensor component, the alarm data(accompanied by an identification signal to identify the sensor thatsent the alarm) is transmitted by the transceiver associated with thecomponent to the wireless control module. Because the time instance inwhich such alarm data is sent may coincide with a predetermined timeinterval of another wireless sensor component, the alarm data is sent aplurality of times, for example, in a periodic manner so as to ensurethe alarm data is received in the event of a data collision. Further, inone alternative embodiment, the wireless control module, upon receipt ofthe alarm data, transmits back a confirmation signal to disable thewireless sensor component from continuing to transmit the alarm.

In such an instance, if the wireless control module detects that analarm transmission interfered with other information within apredetermined time interval, the wireless control module may generateand assign updated, unique predetermined time intervals for thatparticular wireless sensor component and/or all the sensor componentswithin the network in a network system re-initialization, as may bedesired.

In the above exemplary system, the wireless control module may act likea master network component, while the wireless sensor components behaveas slaves. However, the master/slave relationship is not to beinterpreted in a limiting fashion, and is contemplated to cover othernetwork configurations such as mesh networks, etc.

The wireless time stamp system may further be configured to operate inmultiple modes. For example, upon a network first being configured (orupon any re-configuring or re-initialization thereof), the wirelesscontrol component may transmit a configuration mode signal globally (orindividually during each predetermined time interval or general statusupdate period) to all the wireless sensor components in the network. Inresponse to such a signal, each of the wireless sensor componentsgenerates a unique identification signal associated therewith, andtransmits such identification signal (e.g., identifying the sensor type,serial number, and location which may be manually configured at sensorinstallation) repeatedly with, for example, the time periods betweensuccessive transmissions being spaced in a random fashion. The wirelesscontrol module, upon distinctly identifying one of the wireless sensorcomponents, transmits an identification confirmation signal and a uniquepredetermined time interval thereto for subsequent data transmission,after which the sensor component can go into a low power mode.

Alternatively, the wireless sensor component may learn the identity ofthe various sensor components at network installation by a technicianassisted manual procedure, as may be desired. In addition, systemre-configuration may be performed at predetermined re-configurationintervals, wherein each wireless sensor component awakens and looks fora re-configuration signal from the wireless control component. If nosuch signal is found, each of the components return to the low powermode.

In yet another embodiment of the invention, a method of transmittingdata in a wireless fashion from a plurality of sensor components to awireless control component is provided. The wireless control moduleassigns unique predetermined time intervals for transmission of certainforms of data thereto to each of the wireless sensor components. Thewireless sensor components then wirelessly transmit the data to thecontrol component during their respective predetermined time interval,thereby avoiding data collisions with respect to that data.

Although the invention has been illustrated and described with respectto one or more implementations, alterations and/or modifications may bemade to the illustrated examples without departing from the spirit andscope of the appended claims. In particular regard to the variousfunctions performed by the above described components or structures(assemblies, devices, circuits, systems, etc.), the terms (including areference to a “means”) used to describe such components are intended tocorrespond, unless otherwise indicated, to any component or structurewhich performs the specified function of the described component (e.g.,that is functionally equivalent), even though not structurallyequivalent to the disclosed structure which performs the function in theherein illustrated exemplary implementations of the invention. Inaddition, while a particular feature of the invention may have beendisclosed with respect to only one of several implementations, suchfeature may be combined with one or more other features of the otherimplementations as may be desired and advantageous for any given orparticular application. Furthermore, to the extent that the terms“including”, “includes”, “having”, “has”, “with”, or variants thereofare used in either the detailed description and the claims, such termsare intended to be inclusive in a manner similar to the term“comprising”.

1. A tire monitoring system, comprising: a tire sensor module configuredto transmit tire data in a wireless fashion at a predetermined timeinterval; and a vehicle control module configured to receive the tiredata from the tire sensor module, and further configured to dictate thepredetermined time interval at which the tire data is transmitted by thetire sensor module.
 2. The tire monitoring system of claim 1, whereinthe tire sensor module comprises: a battery; a tire parameter sensorcoupled to the battery; a tire sensor controller coupled to the batteryand the tire parameter sensor; a transceiver coupled to the battery andthe tire sensor controller; and a clock circuit coupled to the batteryand the tire sensor controller, wherein in a low power mode, the tireparameter sensor, the tire sensor controller, and the transceiver areswitched off, thereby reducing a current draw on the battery, andwherein during the low power mode the clock circuit is powered on andoperable to determine when the predetermined time interval is to beinitiated.
 3. The tire monitoring system of claim 2, wherein thepredetermined time interval comprises a wake-up mode, and wherein theclock circuit activates, directly or indirectly, the tire parametersensor, the tire sensor controller and the transceiver during thewake-up mode, and wherein the transceiver transmits tire data acquiredby the tire parameter sensor during the wake-up mode.
 4. The tiremonitoring system of claim 3, wherein the vehicle control module isconfigured to alter the predetermined time interval, and communicate thealtered predetermined time interval to the tire sensor module uponreceipt of the tire data therefrom.
 5. The tire monitoring system ofclaim 4, wherein the vehicle control module is further configured toalter the predetermined time interval based on a speed of a vehicle inwhich the tire monitoring system resides.
 6. The tire monitoring systemof claim 1, further comprising five tire sensor modules, wherein one ofthe tire sensor modules is associated with a spare tire, and each of theremaining four tire sensor modules are associated with one of thevehicles tires of a vehicle in which the tire monitoring system resides,namely a right front tire, a left front tire, a right rear tire and aleft rear tire, respectively, and wherein the vehicle control module islocated physically closer to one of the vehicle tires than the others,and wherein the vehicle control module is further configured to identifya location of at least two of the tire sensor modules associatedrespectively with two of the vehicle tires based on a signaltransmission strength therefrom.
 7. The tire monitoring system of claim6, wherein each of the tire sensor modules are configured to transmit anamplitude modulated signal, and wherein the vehicle control module isfurther configured to identify the location of the tire sensor modulesassociated with the spare tire and the remaining two tires based on theamplitude modulated signals when the vehicle is moving in a turnpattern.
 8. A multi-mode tire monitoring system associated with avehicle, comprising: a plurality of tire sensor modules, each tiresensor module comprising: a battery; a tire parameter sensor coupled tothe battery; a tire sensor controller coupled to the battery and havinga clock circuit associated therewith; a transceiver coupled to thebattery; and a vehicle control module operably associated with theplurality of tire sensor modules, wherein in a factory mode of operationeach of the tire sensor modules are in a low current mode of operation,and wherein each of the tire sensor modules are further configured toexit the low current mode of operation based on a wake-up commandtransmitted thereto from the vehicle control module.
 9. The multi-modetire monitoring system of claim 8, wherein each of the tire sensormodules are associated with one of the tires of the vehicle and areconfigured to enter a learn mode of operation upon receipt of thewake-up command, wherein in the learn mode each of the tire sensor modessend periodic FSK modulated transmissions, wherein the vehicle controlmodule employs an analog to digital converter (ADC) to monitor the RSSIsignal to identify an identity and location of the tire sensor moduleson the vehicle base upon signal strength.
 10. The multi-mode tiremonitoring system of claim 9, wherein the vehicle control module islocated physically closer to one of the tire sensor modules than theothers, and wherein the vehicle control module is configured toascertain the location of at least two of the tire sensor modules basedon a signal strength of the periodic FSK modulated transmissions. 11.The multi-mode tire monitoring system of claim 10, wherein the vehiclecontrol module is further configured to ascertain the location of theremaining tire sensor modules based on a RSSI signal change due to pathloss as the vehicle is moving in a turn pattern.
 12. The multi-mode tiremonitoring system of claim 9, wherein the vehicle control module isfurther configured to exit the learn mode and enter a program mode ofoperation upon identifying the identity and location of each of the tiresensor modules, and wherein in the program mode the vehicle controlmodule transmits to each tire sensor module a unique predetermined timeinterval for transmission of tire data from the respective tire sensormodule to the vehicle control module, wherein each of the predeterminedtime intervals do not overlap one another in time, thereby eliminatingdata collisions with respect to the tire data.
 13. The multi-mode tiremonitoring system of claim 12, wherein the vehicle control modulecomprises a master clock, and wherein during the program mode the clockcircuit of each tire sensor module is synchronized to the master clock.14. The multi-mode tire monitoring system of claim 12, wherein after theprogram mode each of the tire sensor modules enter a low power mode,wherein the tire parameter sensor and the transceiver are switched,thereby not drawing battery current, and wherein the clock circuit isactivated and keeps track of the unique predetermined time intervalassociated therewith.
 15. The multi-mode tire monitoring system of claim14, wherein, upon each of the tire sensor modules reaching the uniquepredetermined time interval, the tire sensor modules exit the low powermode and enter a send mode, wherein each tire sensor module acquires andtransmits the tire data to the vehicle control module.
 16. Themulti-mode tire monitoring system of claim 15, wherein during the sendmode or each tire sensor module, the vehicle control module transmits anupdated unique predetermined time interval to the respective tire sensormodule.
 17. The multi-mode tire monitoring system of claim 16, whereinthe updated unique predetermined time interval differs from the perviouspredetermined time interval and is a function of a speed of the vehicle.18. A tire monitoring system, comprising: a means for acquiring tiredata and transmitting the tire data in a wireless fashion associatedwith each tire of a vehicle; and means for receiving the transmittedtire data and dictating a unique predetermined time interval in whichtire data associated with each tire is transmitted by the tire dataacquisition and transmission means, wherein the predetermined timeintervals do not overlap in time with one another.
 19. The tiremonitoring system of claim 18, wherein the means for acquiring andtransmitting tire data further comprises clock means operable to keeptrack of the predetermined time interval, and wherein in time periodsnot associated with the predetermined time interval the means foracquiring and transmitting tire data is in a low power mode.
 20. Thetire monitoring system of claim 18, further comprising means fordetermining an identity and location of each means for acquiring andtransmitting tire data by evaluating a signal strength of a signaltransmitted by the means for acquiring and transmitting tire data. 21.The tire monitoring system of claim 20, wherein the means fordetermining an identity and location is further operable to evaluate achange in the RSSI signal by measuring the AM modulation of the RSSIsignal when the vehicle is moving in a turn pattern.
 22. A method oftransmitting tire data from a plurality of tire sensor modules to avehicle control module, comprising: assigning a predetermined timeinterval for transmission of the tire data to each of the tire sensormodules, wherein each of the predetermined time intervals do not overlapwith one another in time; and transmitting tire data from each tiresensor module to the vehicle control module during the respectivepredetermined time interval, thereby avoiding data collisions associatedwith the tire data at the vehicle control module.
 23. The method ofclaim 22, further comprising: maintaining each tire sensor module in alow power mode of operation at time periods not associated with therespective predetermined time intervals; and activating tire parameteracquisition components and tire data transmission components of eachtire sensor module during the respective predetermined time interval.24. The method of claim 22, further comprising monitoring the respectivepredetermined time interval in each tire sensor module via a clockcircuit.
 25. The method of claim 22, further comprising: identifying anidentity and location of each tire sensor module, wherein each tiresensor module is associated with a tire of a vehicle; and assigning thepredetermined time interval in accordance with the identity and locationof each tire sensor.
 26. The method of claim 25, wherein identifying anidentity and location of each tire sensor comprises: positioning thevehicle control module physically closer to one of the tire sensormodules than the other tire sensor modules; and identifying the locationof at least two of the tire sensor modules by sensing at the vehiclecontrol module a transmission signal strength of transmissions from thetire sensor modules.
 27. The method of claim 26, further comprisingidentifying the location of the remaining tire sensor modules byevaluating a change in AM modulation of transmissions from the remainingtire sensor modules when the vehicle is moving in a turn pattern. 28.The method of claim 22, further comprising: ascertaining a speed of thevehicle at one of the predetermined time intervals; and assigning anupdated predetermined time interval based on the vehicle speed.
 29. Amethod of configuring a tire data acquisition system, comprising:maintaining each of a plurality of tire sensor modules in a low powercondition in a factory mode of operation; and activating the pluralityof tire sensor modules in a learn mode of operation by transmission of awake-up command from a vehicle control module.
 30. The method of claim29, wherein during the learn mode of operation each of the tire sensormodules send periodic amplitude modulated transmissions to the vehiclecontrol module.
 31. The method of claim 30, further comprising: locatingthe vehicle control module closer to one of the tire sensors than theothers; and identifying a location of at least two of the tire sensormodules based on an evaluation of a transmission strength of theperiodic amplitude modulated transmissions received at the vehiclecontrol module.
 32. The method of claim 31, further comprisingidentifying the location of the remaining unidentified ire sensormodules based on an evaluation in a change in the periodic modulatedtransmissions received at the vehicle control module when the vehicle ismoving in a turn pattern.
 33. The method of claim 29, furthercomprising: identifying a location of each of the tire sensor modules;and assigning a predetermined time interval to each of the tire sensormodules during which tire data is transmitted from the respective tiresensor module to the vehicle control module, wherein the predeterminedtime intervals do not overlap one another in time.
 34. The method ofclaim 33, further comprising maintaining a low power mode of operationin each of the tire sensor modules, wherein a respective clock circuitassociated with each tire sensor module is activated to identify therespective predetermined time interval.
 35. The method of claim 34,further comprising: exiting the low power mode and entering a send modewhen the clock circuit of each respective tire sensor module identifiesthe respective predetermined time interval; and transmitting tire datafrom the respective tire sensor module to the vehicle control moduleduring the predetermined time interval.
 36. The method of claim 35,further comprising: determining an updated predetermined time intervalbased upon one or more vehicle characteristics; and sending the updatedpredetermined time interval to the respective tire sensor module afterreceipt of the tire data therefrom.
 37. A method of collecting tire dataat a vehicle control module from a plurality of tire sensor modulesassociated with tires of a vehicle, comprising: identifying a tirelocation of each of the tire sensor modules; assigning a uniquepredetermined time interval to each of the identified tire sensormodules, wherein the respective predetermined time intervals do notoverlap in time; and transmitting tire data from a respective tiresensor module to the vehicle control module during each respectivepredetermined time interval, thereby avoiding tire data collisions atthe vehicle control module.
 38. The method of claim 37, furthercomprising: generating updated unique predetermined time intervals basedon one ore more vehicle characteristics; and assigning the updatedpredetermined time intervals to each of the tire sensor modules inconjunction with receiving the transmitted tire data at the vehiclecontrol module.
 39. The method of claim 38, wherein a vehiclecharacteristic comprises a vehicle speed, and wherein when the vehiclespeed increases a frequency of the predetermined time intervals isincreased.
 40. The method of claim 37, wherein identifying the locationof the tire sensor modules comprises: locating the vehicle controlmodule closer to one of the tire sensor modules than the others;transmitting a signal from each of the tire sensor modules; andidentifying the location of at least two of the tire sensor modules byevaluating a transmission strength of the transmitted signal received atthe vehicle control module.
 41. The method of claim 40, whereintransmitting the signal from each of the tire sensor modules comprisestransmitting a periodic FSK modulated signal, and further comprisingidentifying the location of the remaining unidentified tire sensormodules by evaluating a change in the AM modulation of the signals whenthe vehicle is moving in a turn pattern.